Regulators for fluid injection



May 28, 1957 E. E. HALIK 2,793,630

REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Sheets-Sheet l INVENTOR V wm z 6/3 ATTORNEY May 28, 1957 E. E. HALIK REGULATORS FOR FLUID INJECTION Filed July 29, 19 55 8 Sheets-Sheet 2 May 28, 1957 E. E. HALIK REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Shee ts-Sheet 3 May 28, 1957 E. E. HALIK REGULATORS FOR FLUID INJECTION Filed July 29, 1955 V a Sheets-Sheet 4 INVENTOR 52490220 51 Half/s his ATTORNEY May 28, 1957 E. E. HALlK REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Sheets-Sheet 5 JIM/F010 114 flak/Paw 11.x .4 14 INVENTOR Jaye/'20 5.174117% BY $2 M his ATTORNEY y 23, 1957 E. E. HALIK 2,793,630

REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Sheets-Sheet 6 as 104 f (a 0 O 7 .5 L ,/',,7\ 1 cP, I\V.S.) V

'i/flAllFoLa 2a his ATTORNEY y 28, T E. E. HALlK 2,793,630

REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Sheets-Shet 7 BY@ %D has ATTORNEY y 28, 1957 E. E. HALIK 2,793,630

REGULATORS FOR FLUID INJECTION Filed July 29, 1955 8 Sheets-Sheet 8 hi5 ATTORNEY Unimd t e Patent REGULATORS FOR FLUID INJECTION Eugene E. Halik, Kew Gardens, N. Y.

Application July 29, 1955, Serial No. 525,113 r 36 Claims. or 123-32 This invention relates to improvements in fuel dosing devices, and more particularly to a device of this char acter whose Operation is controlled by magnetic force acting on one of its elements.

When combined with the engine of an automobile or the like, the fuel dosing device of this invention controls the supply of fuel injected into the manifold or directly into the individual cylinders in dependency on the position of the throttle, or, when the position of the throttle is unchanged, automatically in. dependency on the angular velocity of the engine shaft. The range of this automatic operation is controlled manually or automatically, the automatic control again depending on the position of the throttle or the temperature of the engine. The fuel dosing device provides a superior, substantially constant fuelair mixture for all the cylinders of the engine at all engine velocities and at all positions of the throttle, and a better direction opposite to that of the retarding force of the magnet or field. The extent of this axial oscillation of the instrument shaft is thereforeagain directly proportional to the magnetic retarding force. The axially oscillating instrument shaft, by means of suitable linkage, actuates the fuel supply valve or the injector control pump in an infilling of each cylinder during the suction strokes of the individual pistons because of no restrictions to the air flow other than the intended restriction caused by the" air throttle valve.

When the fuel is injected directly into the cylinders of an internal combustion engine, a second automatically controlled structure, hereinafter referred to as the injector control pump, is combined with the injector and the novel fuel dosing device. The injector control pump actuates the fuel supply valve of the injector and is itself actuated by the fuel dosing device on the one hand, and by the rotating shaft of the engine via suitable linkage 0n the other hand, all as fully described and illustrated hereinafter.

The invention consists essentially in the provision of an instrument whose shaft rotates at speeds equal to or directly proportional to the angular velocityof the shaft of an engine, generator or the like, by being directly or indirectly connected therewith, the shaft of the instrument carrying a worm thatis preferably integral therewith, the instrument further comprising a worm'gear meshing with theworm to rotate one or more preferably coaxially mounted metallic discs between the poles of a magnet or magnets whose retarding forcemay be varied manually, electrically, or automatically, or the armature of a generator with a stationary field and suitable control connection to the throttle; in the case of automatic variation in direct proportion to the angular velocity of said discs or armature, of said worm gear, of said worm, of said instrument shaft, and hence also in direct proportion to the changes in the angular velocity of the engine shaft. While the increase or decrease in the magnetic retarding force acting on the discs or armature is insufiicient to affect the angular velocity of the instrument shaft that is driven by the engine shaft, this force increases or reduces the torque required to rotate the discs or armature, increasing or reducing the axial force acting on the instrument shaft through increasing or decreasing thrust between the worm gear and worm, and causes axial shifting of the instrument shaft against or due to the force of a resilient element that tends to move said instrument shaft in a ternal combustion engine. If desired, the free end of the instrument shaft, by its axial oscillation caused by the variations in the magnetic retarding force, may directly control the delivery orifice of a fuel supply valve, or it may actuate suitable control devices, such as a rheostat, to control the fuel pump of the engine or the injectors for the individual cylinders.

The novel fuel dosing device is responsive .not only to changes in the strength of the magnetic field and/or changes in physical position of the magnet or magnets with respect to the center of rotation of the discs or in the position of rheostats in the circuits of the armature and/ or field instead of said discs and magnets, which changes are independent of the angular velocity of the instrument shaft, but also to the changes in such magnetic retarding force that develops by the variations in the rotational speed of the engine, this latter operation of the device being. entirely automatic. To control the range of this automatic operation of the fuel dosing device, a pair of adjustably mounted cams are provided that limit the extent of automatic axial oscillation of the instrument shaft caused by the changes in angular velocity of the engine, the position of these cams being variable either manually, or automatically by the means varying the magnetic force independently of the angular velocity of the engine. The initial position of these cams may also be controlled by a thermal element that proportionallyincreases or reduces the fuel supply into the manifold or the cylinders of a cold or warm engine for all positions of the throttle.

While it is believed that the instrument of this invention will find its preferred use as a fuel dosing device for internal combustion engines, the novel device is capable'of diversified uses in structures where an automatic control of parts, movements or forces in proportion to and in dependency on the rotational movement of varying angular velocity of one or more associated elements is desired.

Other features and advantages of the invention will become apparent andwill be more fully pointed out in the course of the following detailed description of some at this time preferred embodiments thereof, taken in conjunction with the accompanying drawing wherein like characters of reference indicate similar elements, and the invention will be finally pointed out .in the appended claims.

In the drawing,

Fig. l is a schematic illustration of the instrument employed as a fuel dosing device directly actuating a needle valve;

Fig. 2 is a view similar to that of Fig. 1, wherein the device actuates a rheostat;

Fig. 2a schematically shows a composite magnet con.- sisting of a stationary permanent magnet, a movable permanent magnet and an electromagnet;

Fig. 3 is a horizontal section taken on line 33 in Fig. 4, through the housing for the device of Fig. 1, showing four metallic discs, a preferred embodiment of the cams controlling the extent of automatic oscillation of the instrument shaft, and the mechanism for varying the position of the rheostat that controls the magnet;

Fig. 4 is a vertical section taken on line 4-4 in Fig. 3;

Fig. 5 illustrates a simplified construction of the cams;

Figs. 6, 7 and 8 show the injector and two forms of the injector control pump; H

Figs. 9 to 15 are diagrammatical illustrations ofthe device in its capacity as a fuel dosing device for an internal combustion engine with associated means to actuate the cams and means actuated thereby;

Fig. 16 is a diagram showing the variations of the magnetic retarding force in dependency on changes in the angular velocity of the engine shaft and throttle opening, and vice versa; and

Figs. 17 to 19 are schematical illustrations of that embodiment wherein a generator is substituted for the metallic discs and the magnets.

Referring now in more detail to the illustrated embodiments, and more particularly to Fig. .1, there is shown a shaft or axle 21 driven by the shaft of the engine (not shown) at the same angular velocity or in direct proportion thereto. Since shaft 21 not only rotates but should also oscillate or fluctuate axially, a novel system of bearings is provided in that the shaft is non-rotatably held in ball bushings 22a, 2217, but is permitted to axially slide therein. The ball bushings 22a, 22b rotate with shaft 21 in anti-friction ball or roller bearings 23a, 23b. Housing 22a of the ball bushing 22a is driven by the engine shaft.

Shaft 21 extends through ball bushing 22b into a sleeve 24 carrying on its extension 25 a roller 26 whose function will be described in more detail hereinafter in connection with Figs. 3-5. Shaft 21 rotates in sleeve 24, but any axial oscillation thereof is transferred'to said sleeve and consequently to the shaft of a needle valve 29 that controls the supply of fuel entering the manifold or the injectors of an internal combustion engine. As seen, shaft 30 is axially oscillatable in ball bushing 3011. A helical coil spring 33 urges shaft 30 in the direction of arrow X to close the orifice 34 for escape of fuel that enters valve 29 through conduit 35 in the direction of arrow Y under constant pressure. Bellows 32 is pro vided in valve 29 to prevent leakage of fuel at 31.

Between ball bushings 22a, 2217, the shaft 21 carries a worm36 that oscillates and rotates therewith. Worm 36 meshes with a worm gear 38 mounted on shaft 37 that also carries one or more metallic discs 39 rotating between the poles of one or more magnets 40, one only being shown in Fig. 1. Magnet or magnets may be either stationary in which case the intensity of the magnetic field between their poles is varied, or they may be movable in a direction to vary the number of magnetic force lines that are intersected by the rotating disc or discs 39 (see Fig. 2a).

The operation of the novel fuel dosing device is as follows:

First, it should be pointed out that the axial movement of shaft 21 may be controlled in four different manners:

(1) By axially shifting sleeve 24 due to the rocking of earns .27, 28 or 227, 228 (see Figs. 3-4 and Fig. 5, respectively) (2) By changing the intensity of the magnetic field between the poles of the stationary magnet 40, or by changing the position of said magnet relative to the discs 39;

(3) By changing the positions of rheostats in the circuits of the armature and/or field, as shown in Figs. 17-19; and

(4) By varying the angular velocity of the engine shaft and of shaft 21.

In the first case, the rocking adjustment of cams 27, 28 or 227, 228 and consequent shifting of sleeve 24 or 224, of shaft 21 and of shaft 30 may be manual or automatic. In the latter case, the shaft on which the earns 27, 28 are mounted is connected with the shaft of the throttle valve (see Figs. 3 and 4). The automatic shifting of shaft carrying the cams may be achieved by connecting it with a thermal element, as indicated in Figs. 3 and 4; the thermal element will move the shaft with the cams, sleeve 24 and shaft 21 to left prior to and during any variations in the position of the throttle and will proportionally increase fuel supply to a cold engine 4 or reduce the fuel supply to a warm engine for all positions of the throttle.

In the second case, the increase in the force of magnet or magnets 40 tends to reduce the rotational speed of discs 39, and while this force is insufiicient to reduce the angular velocity of shaft 21 that is driven by the engine, it causes increased thrust between worm gear 38 and worm 36 resulting in axial shift of shaft21 against the force of spring 33, i. e., toward left in Fig. 1. 24 and shaft 30 move together with shaft 21 to open or enlarge the discharge orifice 34.

When there is no axial movement of shaft 21, the opposing forces of spring 33 and of magnet or magnets 40 are equal. With the reduction in the magnetic retarding force, the thrust between worm gear 38 and worm 36 decreases, and the spring 33 reduces or closes the discharge orifice 34.

In the third case when the position of one or both rheostats is changed, the magnetic force between the field and the armature tends to reduce the rotational speed of shaft 37 with which the armature rotates in a manner analogous to that described above in connection with the magnet 40 and discs 39.

In the fourth case, when the magnetic force or the position of. armature and field rheostats remains constant but the angular velocity of the'engine shaft and of shaft 21 varies, the rotational speed of discs 39 or the armature will vary accordingly and will increase or deduce the magnetic retarding force by the well-known phenomenon of magnetic induction. The variation in the magnetic retarding force will again increase or reduce the thrust between Worm gear 38 and worm 36 to shift shaft 21 toleft against or toright by the force of spring 33.

It will be seen that the cams 27, 23 and 227, 228 control the range of automatic operation of the fuel dosing device, since the shaft 21 is axially movable only the distance equalling the distance between the opposing surfaces of cams 27, 28 or 227, 228 minus the diameter of roller 26 or 226, respectively.

In a combustion engine, such as that of an automobile, when the retarding force of magnet or magnets 40 acting on discs 39, or of the field acting on the armature, is varied by any means other than the magnetic induction caused by the changes in the angular velocity of shaft 21, such change depends on the position of the throttle in order that the supply of fuel remain proportional to the supply of air. The throttle is connected directly or indirectly with any device that controls the strength of the magnetic retarding force, for example one or more rheostats, as shown in Figs. 3, 4 and 17-19.

The embodiment illustrated in Fig. 2 deviates from that described above in that a rack 41, preferably rotating withbut always following the axial oscillations of shaft 21, is providedto control a rheostat 42. The rheostat 42 comprises a sprocket 44 mounted together with the rheostat arm 45 on shaft 43, the rheostat controlling, for example, the motor of the fuel pump (see Figs. 10, 13, 14) which then accordingly performs in direct dependency on the position of the throttle and in dependency on the angular velocity of the engine shaft. The arrangement of earns 27, 28 or 227, 228 may be omitted'here since by rocking the housing of rheostat 42, the initial position of rheostat 42 that is analogous to the initial position'of the shaft 30 of valve 29 in Fig. 1, may be controlled. In this embodiment, spring 33a is mounted betweenworm 36 and the housing 22a of ball bushing 22a. Herc, rheostat 42 assumes the fund tions of shaft 30 in Fig. 1, and its housing the rocking functions of shaft 47 and cams 27, 28 (see Fig. 3), but, obviously, any other suitable linkage may be provided instead ofrheostat 42 to transfer the axial oscillations of shaft '21.

In Fig. 2a, the magnet 40 of Figs. 1 and 2 is replaced by a composite member consisting of a stationary perma- Sleeve hent magnet 240a, a movable permanent magnet 24%, and an electromagnet 2400. The magnet 24012 is actuated by the pedal 100 via suitable linkage 241. The pedal 100 also controls the rheostat in the circuit of the electromagnet 2400. It will be, understood that other combinations, for example, of a stationary permanent magnet with a movable permanent magnet, of a stationary permanent magnet with an electromagnet, or of a movable permanent magnet with an electromagnet, may replace the system of Fig. 2a. 1

Figs. 17 to 19 illustrate schematically that embodiment of the invention wherein the metallic discs 39 and magnet or magnets 40 are replaced by a generator 120 Whose armature. 121 is rotatable with shaft 37 in a stationary field 122, the latter including a source of electrical energy 123 in its circuit, as well as either a fixed resistance 124 (see Fig. 19) or a rheostat 125 (see Figs. 17 and 18). The armature 121 also includes either a fixed resistance 126 (see Fig. 18) or a rheostat 127 (see Figs. 17 and '19). Rheostats 125 and 127 are controlled by the position of the throttle (not shown) whereby the magnetic force between elements 121 and 122 is also controlled by the position of the throttle. 7

Figs. 3 and 4 show the :device of Fig. 1 built into housing 46 of one of the practical-embodiments of the fuel dosing device for internal combustion engines. As seen, shaft 21 rotates in the ball bearings 23a, 23b and 24a in sleeve 24, and. oscillates in ball bushings 22a, 22b that are held in the housing 46 together with the shaft 30 of needle valve-29 that oscillates in ball bushing 30a. Cams 27, 28 are spaced by a sleeve 48 and are keyed to shaft 47 by key 48a. Shaft 47 has limited freedom of axial movement. The right-hand end of this shaft is rotatable in adjustable bushing 47c whose position and consequently the initial axial position of cams 27, 28 may be adjusted by nut 47d.

The left-hand end of shaft 47 is connected with the throttle shaft (not shown) for rocking or pivotal movement in dependency on the position of the throttle, and to a thermal element (not shown) by means of lever 47b for axial movement of shaft 47 with cams 27, 28, that rock together with said shaft and also follow its axial movement caused by lever 47b. At full throttle opening, the cams are in the position shown in dotted lines at 27", 28 in Fig. 3. By the oscillating movement of shaft 47 to left or right, an engine will automatically receive more or less fuel depending on the engine tern perature throughout the entire range of the throttle opening by the action of the thermal element connected with lever 47b, or by manually actuating said lever to axially move shaft 47 to a predetermined extent to the left or to the right for varying the starting position of cams 27, 28 that have operating surfaces 27a and 28a of difierent inclinations, for example, into positions 27', 28' shown in dot-dash lines in Fig. 3. against roller 26 to move the sleeve 24 together with shaft 30 of the needle valve 29 to left and enlarge the delivery orifice 34, or the roller 26 urged by cam 27 and/ or spring 33 will follow the surface 28a to reduce said delivery orifice 34.

Shaft 47 also carries a rack 50 meshing with gear 51, the latter coaxial and rotatable with bevel gear 52 that meshes with bevel gear 53. Bevel gear 53 is connected to the housing 49a of a rheostat 49 that controls the supply of electric current to magnet or magnets 40. The axial movement of shaft 47 to the left caused by rocking movement of lever 4712 via gear 51 and rack 50 against the force of spring 47a, will rock the housing 49a of rheostat 49 and consequently cause changes in the retarding force of electromagnets 40. It is assumed here that the magnets 40 are stationary electromagnets, or combinations of stationary permanent magnets with stationary electromagnets. If only permanent magnets are provided, then a different mechanism is employed to The surface 28a will bear change their position relative to the discs 39. As an additional alternative, stationary permanent magnets may be combined with movable permanent or electromagnets to achieve the same result in a manner similar to that shown in Fig. 211. Finally, any one of the embodiments illustrated in Figs. 17 to 19 may replace the magnets 40 and discs 39, and a mechanical connection may be provided between the throttle and the rheostat or rheostats controlling the armature and/ or the field of generator 126.

To achieve the automatic fuel adjustment at different temperatures of the engine, which adjustment is independent from the normal functions of the device as previously'described, the housing 49a may be connected to a thermal element and lever 47b omitted together with the camss. a

The cam surfaces 27a, 28a of different inclinations are lower and upper stops in the range of automatic operation of the device, i. e., that operation when the variations in the angular velocity of shaft 21 and rheostat 49 cause changes in the magnetic retarding force. In other words,

at a constant position of the throttle and at varying engine loads,the upper limit of the fuel supply will be reached when roller 26 hits the surface 27a of cam 27. On the.

other hand, a strong reduction in the angular velocity of shaft 21 while the position of the throttle remains un changed will automatically reduce the fuel supply to a certain lower limit that is reached when roller 26 hits the surface 28a of cam 28, whereafter the supply of fuel will remain constant unless the position of the throttle is changed. Cam 27 preferably does not engage roller 26 when shaft 21 shifts toward right since normally spring 33 returns shaft 21 together with roller :26 toward right, but when a sudden reduction in fuel supply is desired and the position of shaft 47 changed in dependency on the position of the throttle, cam 27 may actually engage roller 26 and cause shaft 21 to move right.

A bypass 54 connecting conduit with orifice 34 is provided to supply fuel to the engine during idling, and is controlled by the needle 55. Needle 55 is screwed into position and fixed by spring 56 and screw 57.

A simplified construction of cams is shown in Fig. 5. Here, the cams are actually only a pair of stops 227, 228, in the form of discs that are secured to and rotate with shaft 21; hence, the space provided for automatic operation of the fuel closing device will remain the same at all times in contrast to the function of cams 27, 28 that control the range of automatic oscillation of shaft 21 providing the upper and lower stops in accordance with the retarding force of magnet or magnets as they are rocked, while the position of the throttle changes, from their position shown in Fig. 4 (throttle closed) into that shown in dotted lines in Fig. 3 at 27", 28" (maximum opening of the throttle) to increase the play of roller 26 between their surfaces 27a, 28a of different inclinations. Since the rotation of discs 227, 228 shown in Fig. 5 as mounted on shaft 21 is ineffective inasfar as axial adjustment of shaft 21 is concerned and only the axial oscillation is important, the structure of Figs. 3 and 4 is modified. Axial oscillation of shaft 47 caused changes in the position of these discs and of the housing 49a of the magnet controlling rheostat 49 at the same time in the manner described above. Shaft 47, accordingly, need not be pivotable when discs or stops 227, 228 are used. Roller 226 on extension 225 of sleeve 224 shifts axially together with shaft 47 and when moving to left, bears against disc 228 to move shaft 21 and shaft 30 of needle valve 29 to left, and when moving to right, the discs 227,

228 follow roller 226 urged by spring 33, as shown in Figs. 1, 3 and 4; or to increase or reduce the resistance of rheostat 42 (see Fig. 2) to vary the operation of the pump motor.

The flywheel effect produced by one or more rotating discs 39 (four in Fig. 3) is desirable for the operation of the fuel dosing device in that it'assists the increase or quickly toward of the throttle is changed and the field strength of magnet or magnets 46 suddenly increased, the retarding force of the magnets acting on discs 39 will cause shift of shaft 21 toward left due to the thrust between worm 36 and worm gear 38, and will result in increased angular velocity of shaft 21. The inertia of flywheels-discs 39 tends to resist the. increase in angular velocity and adds to the thrust that causes'shaft 21 to move even farther toward left. This is important when superperformance of an automobileengine is desired for short periods of great acceleration.

The same holds true when the throttle position is suddenly changed to reduce the magnetic retarding force and the angular velocity of shaft 21 which consequently moves toward right. However, the inertia of discs 39 tends to resist the reduction in rotational speed thereof and reduces or even changes the direction of thrust between worm 36 and worm gear 38 to enable spring 33 to shift shaft 21 faster and farther toward right and reduce' the fuel delivery orifice 34, or to increase the resistance of rheostat 42 that controls the fuel pump (see Figs. 2, 10, 13, 14).

v Fig. 6 illustrates a novel device to control the needle valve of the injector shown in Fig. 7, and Fig. 8 shows a modified embodiment of the structure of Fig. 6.

Referring first to Fig. 6, the injector control pump 66 includes a rack 61 that is movable in the directions indicated by arrow Z in dependency on the axial movement of shaft 21 of the device shown, for example, in Fig. 2. A preferably segmental gear 62 is keyed at 64 to rod 63 of a piston 65 with a bevelled surface 65a that is reciprocally movable in cylinder 66 under or against the influence of spring 67. Segmental gear 62 is held to the 7 housing of device 69 as at 62a, and rod 63 is axially slidable therein. Cylinder 66 communicates with cylinder 63 wherein a piston 69 having rod 70 with a cam follower 72 and a plate 72a reciprocates by or against the force of spring 71. A shaft 73 that rotates at a ratio 1:2 in respect to the rotation of the engine shaft (not shown) carries a cam 74 that rotates follower 72 and causes the reciprocating movement of the piston 69. Cylinders 66 and -68 between pistons 65 and 69 are filled with a liquid that enters at 75 to leave at 76 in dependency on the position of piston 65 and is held under a sufficient pressure to always fill the cylinders between said two pistons.

Liquid is also introduced into cylinder 66 above piston 65 through conduit 77 and on upward movement of said piston, the liquid leaves cylinder 66 through conduit '73 that leads into injector 80, shown in Fig. 7. Injector 86 comprises a housing 81 with a threaded end 82 that is screwed into the cylinder wall of the engine. A needle 84 atone end of rod 85 controls the fuel delivery orifice 83. Fuel is introduced into the injector at 86. Rod 85 reciprocating in packing 88 carries a piston 87 at its other end that moves against or under the influence of spring 89 in cylinder 90. Conduit 78 connects the cylinder 96 with cylinder 66 of the injector control pump 66. A packing ring 88a and diaphragm 881) also seal the lower portion of injector 80 to prevent any leakage of fuel into cylinder 90.

The operation of the injector is as follows: In the position of the device 66 illustrated in Fig. 6, the bevelled surface 65a of piston 65 is inclined toward relief opening 76 and the stroke of piston 65 is reduced accordingly. Assuming that the angular position of piston 65 remains constant, i. e., that said piston reciprocates only due to the reciprocating movement of piston 69 at intervals directly depending on the rotational speed of the engine shaft that drives shaft 73 which in turn rotates cam 74 and follower 72, the liquid between pistons 65 and 69 will raise piston 65 until its bevelled surface 65a reaches orifice 76. A certain amount of liquid in cylinder 66 above piston will be forced into the cylinder 90 of injector through conduit 78'to raise the piston-.87against the fore'eof spring 89 to a certain.

extent, liftingneedle S4 to permit the fuel to pass through orifice 83 into the cylinder of the engine. On further rotation of cam 74, piston 69 descends due to the action of spring 71, piston 65 descends under the influence of springs 67 and 89, and piston 37 of injector 80 descends by the action of spring 89 to close the orifice 83 and shut off the supply of fuel to the cylinder.

Assuming now that the reduction in engine load has caused increase in the angular velocity of shaft 21 (see Fig. 2), the shaft 21'tl1en shifts axially and causes rack 61 (Fig. 6) to shift accordingly. Gear 62 rocks rod 63 and piston 65, and increases the stroke of said piston 65 in cylinder 66 required to unmask the relief '76. More liquid will flow from cylinder 66 to cylinder 90 of the injector 8tl'and the needle 84 at the other end of rod will open more to permit the same amount of fuel to flow into the cylinder of the engine because of the shorter time interval during which valve'tl i remains open due to the increased speed of rotation of cam 74. This combination of the fuel dosing device shown in Fig; 2 with the injector control pump 6tl'shown in Fig. 6 achieves the same degree of atomization of injected fuel during different speeds of the engine and'at different openings of the air throttle valve. At different throttle openings, the amount of the injected fuel changes .proportionally with the amount of air sucked into the'cylinder of the engine, but the degree of atomization remainsconstant because the velocity of the injected fuel remains constant regardless of the time during which orifice 83'is open. The period during which orifice 83 is open depends on changes in angular velocity of the engine shaft and is controlled together with the stroke of the injector cylinders piston by injector control pump 60.

The capacity of cylinder 63 is preferably greater than that of cylinder 66 in order to open the needle valve 84 in injector 66 as quickly as possible. Because the stroke of piston 69 remains unchanged, different amounts of liquid will pass through relief 76 at different angular positions of piston 65. This means that, in the position of piston 65 as shown in Fig. 6, and assuming that the diameter of piston 69 is substantially greater than that of piston 6.5, when said piston 65 has been sufliciently lifted by reciprocating piston 69 to permit liquid to escape through conduit 76, piston 65 and needle valve 84 will remain idle, with piston 65 in the position shown in dotted lines until piston 69 has completed its upward stroke. With this arrangement, at all positions of the throttle and when the shaft 21 oscillates automatically with thechanges in engine load, the fuel injected into the engine cylinder will be atomized to the same extent at all times. When the shaft of the engine rotates cam 76 at greater speeds and the intervals between consecutive compression strokes of piston 69 in cylinder 6% become shorter, rack 61 rocks rod 63 and piston 65 to increase its stroke and enlarge the delivery orifice $3 of injector 3t) accordingly, so that the same amount of fuel will be injected in a shorter time through the enlarged orifice. On the other hand, when the angular velocity of the engine shaft, of shaft 21, and of cam 74 is reduced at a certain position of the throttle, rack 61 will rock rod 63 and piston 65 toward the position shown in Fig. 6, and will shorten the stroke of said piston 65 whereby the delivery orifice 33 of injector 80 will be reduced accordingly so that the same amount of fuel will be injected into the cylinder of the engine in a longer time period and the same degree of atomization will be achieved because the velocity of the injected fuel will remain constant. The position of piston 65 in Fig. 6 corresponds to the minimum angular velocity of the engine shaft at a certain position of the throttle, whereas the dotdash lines represent the position of said piston at the maximum rotational speed of the engine shaft at full throttle opening. The structure of pump 60 may be 9 simplified by providing only one cylinder and only one piston with a bevelled surface. The piston is rocked and reciprocated to control the needle valve of injector 80 in the manner described above. l

When the position of the throttle changes, such changes are followed by oscillations of shaft 21; hence, more fuel and air will be injected and sucked, respectively, into the cylinder of the engine. With consequent increased angular velocity of the engine shaft, of shaft 73 and of shaft 21, the above-described automatic regulation of the injector valve 84 will be repeated when the shaft 21 oscillates, and the degree of atomization of the injected fuel will again remain the same regardless of the throttle opening and the angular velocity of the engine shaft.

Fig. 8 shows a simplified construction 60a of the injector control pump. This structure does not provide the same degree of atomization of fuel that enters orifice 86 of the injector 80 under a constant pressure, when the velocity of the engine shaft and the position of the throttle change, because the stroke of the injector piston 87 remains constant since pump 60a is not controlled by the oscillating shaft 21. The stroke of piston 69a remains unchanged but the number of its strokes varies in dependency on the axial velocity of the engine shaft that reciprocates rod 7 Ga of the piston in the manner shown in Fig. 6. Liquid that enters through conduit 77a into cylinder 66a and then through conduit 780, on the compression stroke of piston 69a, into injector cylinder 90, reciprocates piston 87 and rod 85 and consequently opens or closes the path of fuel into the engine cylinder. However, with varying velocity of the fuel, varying amounts will be injected into the cylinder even though the stroke of piston 87 and rod 85 with needle 84 remains unchanged.

Figs. 9 to 15 illustrate diagrammatically a number of systems in a combustion engine, such as that of an automobile, where the novel fuel dosing device is employed. In Fig. 9, pedal 100 controls a rheostat 101 in the circuit of a switch 102 and a source of electrical energy 103 that energizes magnet 104 which acts on discs 105. Shaft 106, rotated by the engine 115 controls the needle valve 107 in a manner analogous to that described in connection with Fig. l, or Figs. 3 and 4, and said needle valve controls the flow of fuel delivered under constant pressure from pump 108 into the manifold 109. In this manner, pedal 100 controls not only the supply of air into the manifold 109 by controlling the air throttle valve 114, but also the supply of fuel by means of the system described in connection with Fig. I.

In Fig. 10, the axially oscillating shaft 106 with rack 106a, controls rheostat 110 as in Fig. 2, and the rheostat 110 controls the fuel pump 108 to deliver measured amounts of fuel into manifold 109, depending on the position of the pedal 100 or on the changes in angular velocity of the engine shaft when the position of the pedal remains unchanged. In this illustration, as well as in Figs. 11 to 15, the electric circuits of rheostats 101 and 110 have been omitted for the sake of simplicity.

In the above-described two cases, where the fuel is injected into the manifold, one nozzle may be sufficient at the delivery end of the conduit connecting pump 108 with the manifold 109, but it is also considered to use two or more nozzles, for example, one for each four cylinders, one for each two cylinders, or one nozzle for each individual cylinder of the engine (see Fig a) The fuel may be injected above or below the air throttle valve 114 When the fuel is injected above the air throttle valve or valves, then the number of nozzles is equal to the number of air throttle valves.

In Fig. 11, the illustrated system injects fuel directly into the cylinders of the engine, and the injector control pump 112, such as described in connection with Fig. 6,- controls the delivery orifice of each cylinders injector.

arre s.

10 injector 111. The injector control pump 112 that has the stroke of its piston controlled by lever 113 and rack orifice of injector 111 to deliver same amounts of fuel into the cylinder of the engine 115 when the position of the pedal remains unchanged, irrespective of the changes in angular velocity of the engine shaft that are caused by varying loads. The fuel atomization will remain the same when different amounts of fuel at different throttle valve openings are injected into the cylinder of the engine, because thevelocity of the injected fuel will remain the same. i

In Fig. 12, the modified injector control pump 112a is one shown in more detail. in Fig. 8. The delivery orifice of injector 111 will always open to the same extent, but the quantity of fuel injected into the engine cylinder is controlled by the needle valve. The velocity of the injected fuel changes at varying angular velocities of the engine shaft and therefore when the position of the pedal remains unchanged, same amounts of fuel will be injected. With changes in the position of the pedal, the amount of injected fuel also varies accordingly, because the velocity of the fuel is changed.

In Fig. 13, the second rheostat (corresponding to rheostat 42 shown in Fig. 2) controls the fuel pump 108 to deliver measured amounts of fuel to injector 111 and the delivery orifices of the injector is controlled by pump 112 shown in Fig. 6. As shown and described, injector control pump 112 has the stroke of its piston controlled by the shaft 106 and rack 106a, and the atomization of injected fuel in the engine cylinder will remain the same.

In Fig. 14, the modified injector control pump 112a is that shown in more detail in Fig. 8; its function is simply to open or close the delivery orifice of the injector to the same extent, and the measured fuel flows from pump 108 to injectors 111. In this embodiment, the pump 108 controlled by rheostat 110, delivers different amounts of fuel at different velocities to the injector whose valve opens to the same extent under the action of the modified pump 112a, the output of the fuel pump 108 depending on the position of the pedal and angular velocity of shaft 106.

Finally, in Fig. 15, the injector 11.1 is connected directly with the fuel tank that is under constant pressure and the control pump acting in dependency on oscillations of shaft 106 and angular velocity of the engine shaft, oper-f trolled by the oscillating shaft 106, so that the changing pressure of fuel in tank 117 causes different velocities of fuel in the conduits, as described in connection with Figs. 9, 11 and 12 since the pressure valve 116 assumes the functions of the needle valve 29 (see Figs. 1, 3 and 4).

Fig. 16 is a diagram showing the changes in angular velocity of the engine shaft depending on the changes in the magnetic force, and vice versa. The inclined straight lines a, c, e, g, j, l, and n indicate automatic increase or reduction in magnetic force that is always proportional with automatic changes in the speed of the engine, whereas vertical lines b, d, f, h, k, and in show the changes in magnetic retarding force caused by the changes in the position of the throttle.

From the position A, indicating zero magnetic retarding force, the force increases to B due to magnetic induction when the engine is idling. By depressing the throttle pedal, the magnetic retarding force will rise to the value indicated at C, this position of the throttle corresponding, for example, to one-fourth of the maximum opening 11 thereof. As the engine accelerates to, say, 2000 R. 'P. M., the magnetic force due to the induction rises proportionally with the increase in, R. P. M. to D. The throttle pedal is then further depressed and the magnetic retarding force, controlled for example by a rheostat, as shown in Figs. 3 and 4, rises to the value E corresponding to three-fourths of the full throttle opening. The engine then accelerates to, say, 3500 R. P. M., causing the magnetic retarding force to rise proportionally to P. On full de pression of the throttle pedal, magnetic retarding force suddenly rises to G.

Now the reverse occurs and the speed of the engine is reduced by load at full opening of the throttle from, say, 3500 to 1600 P. M., whereby the magnetic force automatically decreases to the value H. The throttle pedal is then relieved and the rheostat immediately reduces the magnetic retarding force to .l. Caused by a reduction in load, the speed of the en ine increases to, say, 2700 R. P. M. with automatic rise in magnetic retarding force to the value K. By relieving the throttle pedal to reduce the throttle opening to one-fourth, the magnetic force suddenly decreases to L. A further acceleration of the engine independently of the throttle position raises the magnetic retarding force to M, but a complete release of the throttle pedal for idling of the engine reduces the magnetic retarding force to value N. The engine is then brought to idling speed at, say, 300 R. P. M. and the magnetic retarding force is reduced back to the value B. By stopping the engine, the magnetic force will return to zero, as at A. n

A practical interpretation of Fig. 16 would be that an automobile engine is not running at A, idling at B, and the automobile is set in motion at C. The engine of the moving automobile accelerates to D, when the throttle pedal is depressed (represented by line d) and a fur ther acceleration follows, as between E and F. Assuming that the automobile starts to climb a steep hill at F, the pedal is fully depressed (line f), but the speed of the engine gradually decreases along g to H, when the car reaches the top of the hill and the throttle pedal is relieved during the descent of the automobile (line h) when the speed of its engine increases between I and K (line ,i). The pedal is further relieved (line It) but the engine, due to the inertia of the descending car accelerates between L and M (line I), whereupon the pedal is released entirely (line in) and the engine reduces its speed as between N and B (line It). When the engine is turned off, the magnetic retarding force returns to zero at A.

While some embodiments of the invention and some practical applications thereof have been described and illustrated, various changes, modifications and new uses may occur to persons skilled in the art, and it is therefore not desired that the invention be limited to the exact details shown and described, but only by the scope of the appended claims.

What is claimed is:

1. In combination with an internal combustion engine having a drive shaft, an air throttle, a supply of fuel, a manifold, a conduit connecting said fuel supply with said manifold, and a control element in said conduit: a fuel dosing device consisting essentially of an axially oscillat-.

able shaft driven by said drive shaft, at least one rotatable element, a magnet associated with said rotatable.

element and adapted to have a varying number of magnetic force lines intersected by said rotatable element, means operatively connecting said oscillatable shaft with said rotatable element for driving said element at speeds proportional to the angular velocity of said drive shaft and said oscillatahle shaft and for axially shifting said oscillatable shaft by thrust on variations in the number of magnetic force lines of said magnet intersected by said rotatable element, a resilient element urging said oscillatable shaft in a direction opposite to said thrust, an operative connection for transfer of axial oscillatory l2 movement of said oscillatable shaft to said control element in .saidconduit, and an operative connection between said air thi'ottle and said magnet for varying the number of magnetic force lines intersected by said rotatable element at a constant angular velocity of said drive shaft and said oscillatable shaft in dependencyon the position of said air throttle. r 2. A device of the character described, comprising in combination, a driven axially oscillatable shaft, a plurality of rotatable discs, a magnet associated with said discs and adapted to have a varying number of magnetic force lines intersected by said discs, an operative connection between said shaft and said discs for proportionally transferring rotational movement of said shaft to said discs and for oscillating said shaft in proportion to the.

variance in the number of magnetic force lines intersected by said discs, means for varying thenurnber of magnetic force lines intersected by said discs at a constant angular velocity of said shaft, and means for li1niting the axial oscillations of said shaft.

3. A device according to claim 2, wherein said means for limiting the oscillations of said shaft consists of a pair of earns adjustably connected with said means for varying the number of magnetic force lines intersected by said discs at a constant angular velocity of said shaft.

4. A device according to claim 2, wherein said magnet is an electromagnet and said means for varying the nurnher of magnetic force lines intersected by said discs at a constant angular velocity of said shaft is a rheostat.

5. A device according to claim 4, wherein said means for limiting the axial oscillations of said shaft are a pair of cams connected with said rheostat, said cams each having a tapering surface of different inclinations and a member is connected with said shaft and oscillatable therewith between said tapering surfaces of said cams whereby to vary the range of axial oscillation ofsaid shaft on changes in the position of said cams with respect to said members and to limit the axial oscillation of said shaft at all positions of said cams.

6. A device for axially oscillating one of its elements in proportion to the variations in magnetic force, consi'sting essentially of a driven axially oscillatable shaft, a resilient element urging said shaft in one direction, a rotatable element, a magnet associated with said rotatable element and adapted to have a varying number of magnetic force lines intersected by said rotatable element, and means operatively connecting said rotatable element with said oscillatable shaft for proporti nally transferring rotational movement from said shaft to said rotatable element and for oscillating said shaft on varlations in the number of magnetic force lines intersected by said rotatable element.

7. A device for axially oscillating one of its elements in proportion to the variations in magnetic force acting on another of its elements, consisting essentially of a driven axially oscillatable shaft, a resilient element urging said shaft in one direction, a rotatable disc, a magnet associated with said disc and adapted to have a varying number of magnetic force lines intersected by said disc, a worm on said shaft oscillatable therewith, a worm gear meshing with said worm for proportionally transferring rotational movement of said shaft to said disc and for axially shifting said shaft on variations in the number of magnetic force lines intersected by said disc, and means for varying the number of magnetic force lines of said magnet intersected by said disc at a constant angular velocity of said shaft. 7

8. A device for axially oscillating one of its elements in proportion to the variations in the number of magnetic force lincs intersected by another of its elements, consisting essentially of a driven axially oscillatable shaft, a resilient element urging said shaft in one direction, a plurality of rotatable elements, a magnet associated with said rotatable elements and adapted to have a varying number of magnetic force lines intersected by said roas tatable elements, a worm on said shaft oscillatable therewith, a worm .gearmeshing withjsaid worm for proper tionally .transferring rotational movement ofsaid shaft to said rotatable element and for axially oscillating said.

shaft in proportion to the number of magnetic force lines intersected bysaid rotatable elements, andmeans for varying the number of magnetic force lines intersected by said rotatable elements at a constant angular velocity of said shaft.

9. A device according to claim 8, wherein said magnet is a permanent magnet and means is provided for changing the position of said magnet with respect to said rotatable elements.

10.. A device according to claim 8, wherein said magnet is stationary .with respect to said rotatable elements and consists of a permanent magnet and an electromagnet, said means for .varying the number of magnetic force lines intersected by said rotatable elements at a constant velocity of said shaft consisting of a rheostat in the electrical circuit of said electromagnet.

11. A device according to claim 8, wherein said magnet is an electromagnet and means is provided for varying the supply of electrical energy to said electromagnet 12. A device according to claim 8, whereinsaid magnet consists of a first permanent magnet stationary with respect to said rotatable elements, a second permanent magnet movable with respect to said rotatable elements, and an electromagnet stationary with respect to said. ro tatable elements, and said means for varying the number of magnetic force lines intersected by said rotatable ele ments at a constant velocity of said shaft includes means operatively connected with said "second permanent magnet for moving same with respect to. said rotatable elements, and a rheostat in the electrical circuit of said electromagnet.

13..A device according to claim 8, wherein said magnet consists of a first permanent magnet stationary with respect tosaid rotatable elements and a second permanent magnet movable with respect to said rotatable elements, and said means for. varying the number of magnetic force lines intersected by said rotatable elements at a constant velocity of said shaft includes means operatively connected with said second permanent magnet for moving same with respect to said rotatable elements.

14. A device for axially oscillating one of its elements in proportion to the fluctuations in magnetic force acting on another of its elements, consisting essentially of a driven axially oscillatable shaft, a resilient element for urging said shaft in one direction, a rotatable element, a stationary element including a source of electrical energy, said stationary element being in the proximity of said rotatable element for exerting a. retarding force .on said rotatable element while said rotatable elementis in rotation, and means operatively connecting 'said rotatable element with said shaft for proportionally transferring rotational movement from said shaft to said rotatable element and for oscillating. said shaft on fluctuations of magnetic force between said stationary andsaid rotatable element. d

15. A device according to claim 14, wherein said rotatable .element and said stationary element are the armature and thefield of a generator.

16. A device according to claim 15, wherein the circuit of said armature includes a rheostat, the circuit of said field includes a rheostat, and a control device is provided for selectively actuating said rheostats.

17. A device according to claim 15, wherein the cir cuit of said armature includes a fixed resistance, the circuit of said field includes a rheostat, and a control device is provided for saidrheostat for varying the position thereof, whereby to vary the magnetic force between said armature and, said field.

18. A device according to claim 15, wherein the circuit of said armature includes a rheostat, the circuit of said field includes a fixed resistance, and a control device is 14 provided for said rheostat for varying the position there of, whereby to vary the magnetic force between said armature and said field.

19. In combination with an internal combustion engine having a drive shaft, .a plurality of cylinders, an air throttle, means for operating said throttle, a manifold, a fuel container, a conduit connecting said manifold with said container, and a control element in said conduit: a fuel dosing device consisting essentially of an axially oscillatable shaft driven by said drive shaft at equal or proportional angular velocities, a magnet, a plurality of flywheels associated with said magnet, an operative connection between said oscillatable shaftand said flywheels for rotating said flywheels at angular velocities equal or proportional to the angular velocity of said oscillatable shaft and for axially shifting said oscillatable shaft in response to variations in the number of magnetic force lines intersected by said flywheels, aresilient element associated with said oscillatable shaft for urging said shaft in a direction opposite to the oscillations of said shaft in response to increase in the number of magnetic force lines intersected by said flywheels, means for varying the number of magnetic force lines of said magnet intersected by said flywheels at a constant angular velocity of said oscillatable shaft operatively connected with said means for operating said throttle, and a connection between said control element in said conduit and said oscillatable shaft for varying the supply of fuel into said manifold in dependency on the axial oscillations of said shaft.

20. The combination of claim 19, wherein said magnet is a permanent magnet and said means for varying the number'of magnetic force'lines of said magnet intersected by said flywheels ata constant angular velocity of said oscillatable shaft consists of a linkage operatively connected with said means operating said throttle for changing the position of said magnet with respect to the axis of rotation of said flywheels whereby to vary the number of magnetic force lines intersected by said flywheels in response to the changes in position of said throttle.

21. The combination of claim 19, wherein said operative connection between said flywheels and said oscillatable shaft consists of a worm integral with said oscillatable shaft and a worm gear coaxially rotatable with said flywheels, said worm rotating said worm gear and said flywheels at angular velocities equal or proportional to the angular velocity of said oscillatable shaft and said drive shaft, and said flywheels being adapted to create axial thrust between said worm gear and said worm on changes in the number of magnetic force lines of said magnet intersected by said flywheels to oscillate said shaft in response to said changes, together with said resilient element;

22. The combination of claim 19, wherein said control element in said conduit is a valve.

23. The combination of claim 19, wherein said control element in said conduit is a fuel pump. 1

24. The combination of claim 23, wherein said connection between said fuel pump and said oscillatable shaft comprises a rheostat. i

25. The combination of claim 19, wherein said means for varying the number of magnetic force lines of said magnet intersected by said flywheels at a constant angular velocity of said oscillatable shaft includes a rheostat and said magnet is a stationary electromagnet.

26. The combination of claim 19, wherein said magnet is stationary with respect to said flywheels and consists of a permanent magnet and an electromagnet, said means for varying the number of magnetic force lines intersected by said flywheels at a constant angular velocity of said oscillatable shaft including a rheostat in the electrical circuit of said electromagnet.

27. Thecombination of claim 19, wherein means is 15 a provided for limiting the axial oscillations of said oscillatable shaft.

28. The combination of claim 27, wherein said means for limiting the axial oscillations of said oscillatable Shaft is operatively connected with a thermal element for proportionally changing the supply of fuel to said manifold in dependency on the temperature of said engine at all positions of said throttle, said means for limiting the axial oscillations of said oscillatable shaft being further operatively connected with said means for operating said air throttle.

29. The combination of claim 27, wherein said means for limiting the axial oscillations of said oscillatable shaft consists of a pair of adjustable cams operatively connected with said means for operating said throttle, said means being adapted to engage an integral portion of said oscillatable shaft whereby to shift said oscillatable shaft in response to changes in position of said throttle.

30. The combination of claim 29, wherein said cams each have a tapering surface of different inclinations and said integral portion of said oscillatable shaft is a projection and a roller on said projection engageable by said tapering surfaces of said cams and oscillatable therebetween.

31. In combination with an internal combustion engine having a plurality of cylinders, a drive shaft, an injector for each of said cylinders, a fuel container, a conduit connecting said fuel container with said injectors, at least one air throttle, means for operating said air throttle, and a control element in said conduit: an injector control pump for each of said injectors and a fuel dosing device consisting essentially of an axially oscillatable shaft driven by said drive shaft at equal or proportional angular velocities, a magnet, a plurality offlywheels associated with saidmagnet, an operative connection between said oscillatable shaft and said flywheels for rotating said flywheels at angular velocities equal or proportional to the angular velocity of said oscillatable shaft and for axially shifting said shaft in response to the variations in number of magnetic force lines of said magnet intersected by said flywheels, a resilient element associated with said oscillatable shaft and urging said shaft in a direction opposite to the oscillations of said shaft in response to increase in the number of magnetic force line's intersected by said flywheels, means for varying the number of magnetic force lines intersected by said flywheels at a constant angular velocity of said oscillatable shaft operatively connected with said means for operating said throttle, a connection between said control element in said conduit and said oscillatable shaft 7 for varying the supply of fuel to said injectors in response to axial oscillations of said oscillatable shaft, an operative connection between said fuel dosing device and said injector control pumps, and an operative connection between each of said injector control pumps and respective injectors for controlling the supply of fuel into said engine cylinders in dependency 011 fluctuations of said oscillatable shaft and in proportion to the angular velocity of said drive shaft.

32. The combination of claim 3-1, wherein each of said injector control pumps consists essentially of a first cylinder, a second cylinder in communication with said first cylinder, the piston of said first cylinder being reciprocable by a resilient element in said first cylinder and said drive shaft of said engine at a rate proportional to the angular velocity of said drive shaft, the piston of said second cylinder being reciprocable by a resilient element in said second cylinder and said piston of said first cylinder, said piston of said second cylinder being operatively connected with said oscillatable shaft of said fuel dosing device for controlling the stroke thereof in dependency on the axial oscillations of said oscillatable shaft, and an operative connection between said piston of said second cylinder and said injector for controlling the delivery orifice of said injector in dependency on the 7 16 number of magnetic force lines intersected by said flywheels and the angular velocity of said drive shaft.

33. The combination of claim 32, wherein each of said injectors consists essentially of a housing having an end attachable to said engine cylinder, a valve controlling the delivery orifice of said injector, a piston in said housing having its stroke and the velocity of its reciprocation controlled by said fuel control pump, and a conduit connecting said injector with said fuel container.

I 34.- In combination with an internal combustion engine having a plurality of cylinders, a drive shaft, an injector in each of said cylinders, a fuel container, a conduit connecting said fuel container with said injectors, at least one air throttle, means for actuating said air throttle, and a control element in said conduit: an injector control pump for each of said injectors and a fuel dosing device consisting essentially of an axially oscillatable shaft driven by said engine shaft at equal or proportional angular velocities, a magnet, a plurality of flywheels associated with said magnet, an operative connection between said oscillatable shaft and said flywheels for rotating said flywheels at angular velocities equal or proportional to the angular velocity of said oscillatable shaft and for axially shifting said shaft in response to the variations in the number of magnetic force lines of said magnet intersected by said flywheels, a resilient element associated with said oscillatable shaft and urging said shaft in a direction opposite to the shifting of said shaft in response to increase in the number of magnetic force lines intersected by said flywheels, means for varying the number of magnetic force lines of said magnet intersected by said flywheels at a constant angular velocity of said oscillatable shaft operatively connected with said means for actuating said air throttle, a connection between said coutrolelement in said conduit and said oscillatable shaft for varying the supply of fuel to said injectors in de-. pendency on axial oscillations of said oscillatable shaft, an operative connection between said injector control pumps and respective injectors, and an operative connection between said drive shaft of said engine and said injector control pumps for actuating said pumps in proportion to the angular velocity of said drive shaft.

35. In combination with an internal combustion engine having a plurality of cylinders, a drive shaft, an injector for each of said cylinders, a fuel container, a supply of fuel in. said container under constant pressure, a conduit connecting said fuel container with said injectors, at least one air throttle and means for operating said air throttle: an injector control pump for each of said injectors and a fuel dosing device consisting essentially of an axially oscillatable shaft driven by said drive shaft at equal or proportional angular velocities, a magnet, a plurality of discs associated with said magnet, an operative connection between said oscillatable shaft and said flywheels for rotatingsaid flywheels at angular velocities equal or proportional to the angular velocity of said oscillatable shaft and for axially shifting said shaft in response to the variations in number of magnetic force lines of said magnet intersected by said flywheels, a resilient element associated with said oscillatable shaft and urging said shaft in a direction opposite to the shifting of said oscillatable shaft in response to increase in the number of magnetic force lines intersected by said flywheels, means for varying the number of magnetic force lines intersected by said flywheels at a constant angular velocity of said oscillatable shaft operatively connected with said means for operating said throttle, an operative connection between said fuel dosing device and said injector control pumps for varying the output of said pumps in dependency on the oscillations of said oscillatable shaft, and an operative connection between each of said injector control pumps and respective injectors for controlling the supply of fuel into said engine cylinders in dependency on fluctuations of said oscillatable shaft and in proportion to the angular velocity of said drive shaft.

36. A device for axially oscillating one of its elements in proportion to the variations in magnetic force, consisting essentially of an axially oscillatable shaft, 21 plurality of axial friction reducing members receiving said shaft and rotatable therewith, said shaft being axially oscillatable in said members, at least one of said members being driven to rotate said shaft and the other ones of said members, an anti-friction ball or roller bearing for each of said members, said members being rotatably received in said bearings, a resilient element urging said shaft in one direction, a rotatable element, a magnet associated with said rotatable element and adapted to have a varying number of magnetic force lines intersected by said rotatable element, and means operatively connecting said rotatable element with said oscillatable shaft 16 References Cited in the file of this patent UNITED STATES PATENTS 1,186,188 Hely June 6, 1916 2,083,972 Wurtele June 15, 1937 2,099,278 Schimanek Nov. 16, 1937 2,372,694 Tabb Apr. 3, 1945 2,429,068 Mclver Oct. 14, 1947 2,465,046 Tabb Mar. 22, 1949 

